JP3885784B2 - Vehicle control apparatus and vehicle control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To realize smooth torque connection in power-on up-shift operation. <P>SOLUTION: This control method of a vehicle controls the vehicle including an engine for driving the vehicle, a motor generator and an automatic transmission, in which the engine is assisted by the motor generator. The control method includes: a step (S200) of calculating torque step when a power-on up-shift occurs (YES in S100); a step of calculating the torque assist amount (S300); a step of increasing the torque of the engine to eliminate torque step; and a step (S600) of torque assisting the engine by the motor generator. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a control device and a control method for improving the speed change performance of a vehicle, and more particularly to a control device and a control method for improving the speed change performance of a vehicle including a plurality of power sources.

  There is a vehicle called a hybrid type equipped with an engine and a rotating electric machine. In this vehicle, the computer controls the engine and the rotating electrical machine (electric motor) so as to increase energy efficiency according to the driving situation. Such a vehicle is provided with a transmission that decelerates or increases the output rotational speed of at least one of the engine and the rotating electrical machine and sends it downstream. Specifically, by providing an engine, a high output is obtained, and by providing a rotating electric machine, this compensates for an operating area where the engine efficiency is poor, and at the same time, the rotating electric machine is used as a generator during vehicle braking. Energy is recovered as electric energy, and energy efficiency is increased.

  As a transmission, one having a transmission having a finite number of transmission ratios is known. For example, it has an always-meshing type or synchronous meshing type gear mechanism called an automatic transmission, and a clutch releasing operation and engaging operation are performed by a hydraulic actuator. Such a transmission includes a fluid coupling such as a torque converter between the engine and the gear mechanism.

  In the case of this transmission, the speed ratio is selected from among preset discontinuous values. On the other hand, for example, a belt-type continuously variable transmission (CVT) can select a gear ratio from continuous values.

  Unlike the CVT, in the case of a transmission having only a finite number of transmission ratios as described above, the transmission ratios that can be selected are discontinuous. However, there was a problem that torque could not be connected.

  Japanese Patent Laid-Open No. 2000-308206 (Patent Document 1) is caused by fluctuations in vehicle driving force at the time of shifting in a power train including a transmission having a finite number of gear ratios in order to solve such problems. A technique for reducing shock is disclosed. This technology relates to a vehicle power train that drives a vehicle, and changes the output rotational speed of the heat engine controlled by the heat engine control device and the heat engine to transfer the power of the heat engine to the drive wheels. A transmission for transmitting power from a heat engine to a power transmission shaft for transmission, wherein a plurality of transmission gear ratios are set in a finite number, and a transmission capable of selectively using them, and a power transmission shaft On the other hand, a vehicular power train having a rotating electrical machine that further adds power and a rotating electrical machine control device that controls the rotating electrical machine, the rotating electrical machine control device being a heat engine during a gear ratio switching operation of the transmission. The power of the rotating electrical machine is controlled so as to compensate for at least a part of the decrease in the power transmitted to the drive wheels.

According to this vehicle power train, for example, a smoothly continuous vehicle driving force curve can be obtained by the power generated by each of the engine and the motor generator. That is, a desired vehicle driving force can be obtained even when a manual transmission (MT) that can realize only a finite number (for example, five) of gear ratios is used. In particular, when the vehicle driving force required by the driver is at or close to the maximum value, the discontinuity of the vehicle driving force before and after the gear set switching, which occurs because the gear ratio cannot be a continuous value. By supplementing with the power generated by the motor generator, a desired continuous vehicle driving force characteristic can be obtained.
JP 2000-308206 A

  However, the vehicle power train disclosed in the above-mentioned publication has the following problems.

  In the vehicle power train disclosed in Patent Document 1, the motor generator, which is a rotating electrical machine, compensates for the reduction in power transmitted to the drive wheels from the engine, which is a heat engine, during the operation of switching the transmission gear ratio. . For this reason, when the SOC (States Of Charge) of the secondary battery, which is the power source of the motor generator, is low, torque assist cannot be performed, so the effect described in Patent Document 1 cannot be obtained. In addition, the energy efficiency when the vehicle is driven by the motor generator may not be better than the energy efficiency when the vehicle is driven by the engine. Therefore, the torque efficiency using only the motor generator may deteriorate the energy efficiency. . Furthermore, the motor generator is preferable for the response from the torque generation command, but if the torque assist time by only the motor generator is long, the power of the secondary battery is consumed.

  Further, the vehicle power train disclosed in Patent Document 1 is premised on a vehicle equipped with a manual transmission (MT), and a torque converter capable of amplifying output torque from an engine and a gear-type stepped gear. This does not take into account the torque amplification function in a vehicle equipped with an automatic transmission composed of a transmission mechanism.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device and a vehicle control method that guarantee a smooth torque connection during a shift operation of an automatic transmission. That is.

  A control device according to a first invention includes a first power source and a second power source for driving a vehicle, and a stepped transmission, and the second power source assists the first power source. The vehicle in which the power source is controlled is controlled. The control device includes a calculation unit for calculating a torque step after the upshift of the transmission, and a driving force of the first power source and a driving force of the second power source so as to eliminate the torque step. Control means for controlling.

  According to the first invention, when the power-on upshift is executed in the vehicle that assists the engine that is the first power source with the motor generator that is the second power source by the control means, for example, A torque step generated after shifting in the automatic transmission can be eliminated by using both the engine and the motor generator. For this reason, for example, even if the battery that supplies power to the motor generator has a low SOC and cannot be assisted conventionally, the torque can be increased by the engine. As a result, it is possible to provide a vehicle control device that guarantees a smooth torque connection during a shift operation.

  In the control device according to the second invention, in addition to the configuration of the first invention, the first power source is a heat engine, the second power source is a rotating electrical machine, and the control means includes: Means for canceling the torque step by the driving force of the first power source is included so as to be executed in preference to eliminating the torque step by the driving force of the second power source.

  According to the second aspect of the invention, the control means can be controlled to eliminate the torque step by the heat engine that is more energy efficient than the rotating electrical machine. For this reason, in consideration of energy efficiency, it is possible to guarantee a smooth torque connection during the shift operation.

  In the control device according to the third invention, in addition to the configuration of the first invention, the first power source is a heat engine, the second power source is a rotating electrical machine, and the control means includes: Means for controlling to eliminate the torque step is included based on the driving force of the first power source and the driving force of the second power source.

  According to the third aspect of the invention, the control means controls to eliminate the torque step by the amount of increase in driving force (torque) by the heat engine (engine) and the amount of increase in driving force (torque) by the rotating electrical machine (motor generator). Is done. For this reason, the torque necessary to eliminate the torque step is shared between the engine and the motor generator, and the torque shortage amount causing the torque step is realized by the sum of the torque increases of both. As a result, a smooth torque connection can be ensured during the shifting operation.

  In the control device according to the fourth invention, in addition to the configuration of the first invention, the first power source is a heat engine, the second power source is a rotating electrical machine, and the control means includes: Means for controlling to eliminate the torque step is included based on the responsiveness of the first power source and the responsiveness of the second power source.

  According to the fourth aspect of the present invention, the control means makes it possible to increase the driving force by a heat engine (engine) that has good sustainability but poor response, and a rotating electric machine that has poor sustainability but good response. (Motor generator) is controlled to increase the driving force (torque) so as to eliminate the torque step with good timing. For this reason, the torque required to eliminate the torque step is shared between the engine and the motor generator, and the torque step is eliminated in a timely manner. As a result, a smooth torque connection can be ensured during the shifting operation.

  A control device according to a fifth aspect of the present invention includes a first power source and a second power source that drive a vehicle, and a stepped transmission, and assists the first power source by the second power source. The vehicle that controls the power source is controlled. The first power source is a heat engine, and the second power source is a rotating electrical machine. The transmission includes a gear-type transmission mechanism and a fluid coupling having a torque amplification function for transmitting a driving force from a power source to the gear-type transmission mechanism. This control device eliminates the torque step based on the calculation means for calculating the torque step after the upshift of the transmission, the transmission ratio before and after the upshift of the transmission, and the amplification ratio by the torque amplification function. Control means for controlling the heat engine or the rotating electrical machine.

  According to the fifth aspect of the present invention, the torque shortage (torque correction amount) that causes the torque step by the control means is calculated based on the gear ratio before the shift, the gear ratio after the shift, and the fluid coupling having the torque amplification function ( The torque step can be eliminated by calculating based on the torque ratio of the torque converter. In particular, the torque step is eliminated in consideration of the torque amplification function of the torque converter. Thereby, in an automatic transmission provided with a torque converter, it is possible to guarantee a smooth torque connection during a shifting operation.

  A control method according to a sixth aspect of the invention includes a first power source and a second power source that drive a vehicle, and a stepped transmission, and the second power source assists the first power source. The vehicle in which the power source is controlled is controlled. This control method controls the driving force of the first power source and the driving force of the second power source so as to eliminate the torque step and a calculation step for calculating the torque step after the upshift of the transmission. Control steps.

  According to the sixth invention, in the control step, for example, in a vehicle that assists the engine that is the first power source with the motor generator that is the second power source, when a power-on upshift is executed, In the automatic transmission, the torque step generated after the shift can be eliminated by using both the engine and the motor generator. For this reason, for example, even if the battery that supplies power to the motor generator has a low SOC and cannot be assisted conventionally, the torque can be increased by the engine. As a result, it is possible to provide a vehicle control method that guarantees a smooth torque connection during a shift operation.

  In the control method according to the seventh invention, in addition to the configuration of the sixth invention, the first power source is a heat engine, the second power source is a rotating electrical machine, and the control step includes It includes a step of controlling to eliminate the torque step by the driving force of the first power source in preference to eliminating the torque step by the driving force of the second power source.

  According to the seventh invention, in the control step, the torque step can be controlled to be eliminated by the heat engine that is more energy efficient than the rotating electrical machine. For this reason, in consideration of energy efficiency, it is possible to guarantee a smooth torque connection during the shift operation.

  In the control method according to the eighth invention, in addition to the configuration of the sixth invention, the first power source is a heat engine, the second power source is a rotating electrical machine, and the control step includes And a step of controlling to eliminate the torque step based on the driving force of the first power source and the driving force of the second power source.

  According to the eighth aspect of the invention, in the control step, the torque step is eliminated by the amount of increase in the driving force (torque) by the heat engine (engine) and the amount of increase in the driving force (torque) by the rotating electrical machine (motor generator). Control. For this reason, the torque necessary to eliminate the torque step is shared between the engine and the motor generator, and the torque shortage amount causing the torque step is realized by the sum of the torque increases of both. As a result, a smooth torque connection can be ensured during the shifting operation.

  In the control method according to the ninth invention, in addition to the configuration of the sixth invention, the first power source is a heat engine, the second power source is a rotating electrical machine, and the control step includes Based on the responsiveness of the first power source and the responsiveness of the second power source, a step of controlling to eliminate the torque step is included.

  According to the ninth aspect of the invention, in the control step, with respect to the increase in driving force, a heat engine (engine) that has good sustainability but poor response, and a rotation that has poor sustainability but good response The electric power (torque generator) is controlled so as to increase the driving force (torque) so as to eliminate the torque step with good timing. For this reason, the torque required to eliminate the torque step is shared between the engine and the motor generator, and the torque step is eliminated in a timely manner. As a result, a smooth torque connection can be ensured during the shifting operation.

  A control method according to a tenth aspect of the present invention includes a first power source and a second power source that drive a vehicle, and a stepped transmission, and the second power source assists the first power source. To control the power source. The first power source is a heat engine, and the second power source is a rotating electrical machine. The transmission includes a gear-type transmission mechanism and a fluid coupling having a torque amplification function for transmitting a driving force from a power source to the gear-type transmission mechanism. The control device eliminates the torque step based on the calculation step for calculating the torque step after the upshift of the transmission, the transmission ratio before and after the upshift of the transmission, and the amplification ratio by the torque amplification function. And a control step for controlling the heat engine or the rotating electric machine.

  According to the tenth aspect of the invention, in the control step, the torque shortage (torque correction amount) causing the torque step is determined by the fluid coupling having the gear ratio before the shift, the gear ratio after the shift, and the torque amplification function ( The torque step can be eliminated by calculating based on the torque ratio of the torque converter. In particular, the torque step is eliminated in consideration of the torque amplification function of the torque converter. Thereby, in an automatic transmission provided with a torque converter, it is possible to guarantee a smooth torque connection during a shifting operation.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  Hereinafter, a power train of a vehicle equipped with a control device according to an embodiment of the present invention will be described. In the following description, the automatic transmission will be described as a transmission including a torque converter having a torque amplification function and a gear-type transmission mechanism.

  In addition, an engine and a motor generator for assisting torque of the engine are mounted on a vehicle controlled by an ECT_ECU (Electronic Controlled Automatic Transmission Electronic Control Unit) 400 according to the present embodiment. The ECT_ECU 400 eliminates the torque step by increasing the torque of the engine or assisting the engine with a motor generator according to the state of the torque step during the power-on upshift. However, the present invention is not limited to this. For example, instead of a motor generator, a surplus of electrical energy and rotational energy is temporarily stored, and if necessary, energy is taken out from a flywheel device that supplies the stored energy, and the engine is torqued. You may assist.

  With reference to FIG. 1, the power train of the vehicle including the control device according to the present embodiment will be described. The control apparatus according to the present embodiment is realized by ECT_ECU (Electronic Controlled Automatic Transmission_Electronic Control Unit) 400 shown in FIG.

  As shown in FIG. 1, this vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, a motor generator 500 that assists the engine 100, and an inverter 600 that controls the motor generator 500. The output shaft of the engine 100 is connected to the input shaft of the torque converter 200 via the engine inertia 110 schematically represented. Engine 100 and torque converter 200 are connected by rotating shaft 150. Therefore, output shaft speed N (E) of engine 100 and input shaft speed N (P) of torque converter 200 are the same. Further, the output torque of engine 100 is represented as T (E), and the input torque to torque converter 200 is represented as T (P).

  Motor generator 500 is configured to transmit torque to rotating shaft 150 connecting engine 100 and torque converter 200. The motor generator 500 operates as a motor to assist the engine 100 in order to obtain a desired acceleration when the vehicle starts. Also, during regenerative braking, it operates as a generator to convert kinetic energy into electrical energy and recover it.

  The torque converter 200 includes a lock-up clutch 210 and includes a pump impeller 220 and a turbine impeller 230. Torque converter 200 and automatic transmission 300 are connected by rotating shaft 250. The output shaft rotational speed of the torque converter 200 is represented as N (T), and the output torque of the torque converter 200 is represented as T (T).

  The ECT_ECU 400 that controls these powertrains receives the pump rotation speed N (P), turbine rotation speed N (T), accelerator opening, vehicle speed, vehicle acceleration, throttle opening, AT signal, and shift position signal. . Further, a lockup clutch control signal is output from ECT_ECU 400 to lockup clutch 210 of torque converter 200. An AT control signal is output from the ECT_ECU 400 to the automatic transmission 300. An assist amount instruction signal is output from the ECT_ECU 400 to the inverter 600.

  In FIG. 1, the power of the engine 100 or the engine 100 and the motor generator 500 is transmitted to drive wheels connected via an automatic transmission 300 provided with a torque converter 200 with a lock-up clutch. The torque converter 200 includes a pump impeller 220 fixed to a crankshaft of the engine 100 (an input shaft of the torque converter 200) and a turbine impeller connected to an input shaft of the automatic transmission 300 (an output shaft of the torque converter 200). 230, a lockup clutch 210 that directly connects the pump impeller 220 and the input shaft, and a stator 222.

  Further, detection signals and control signals other than those described above are input to ECT_ECU 400 or output from ECT_ECU 400 as shown in FIG.

  FIG. 2 shows a skeleton diagram of the automatic transmission 300, and FIG. 3 shows an operation table of the automatic transmission 300. According to the skeleton diagram shown in FIG. 2 and the operation table shown in FIG. 3, clutch elements (C (0) to C (2) in the figure) and brake elements (B (0) to B (4)) ), In which gear stage the one-way clutch elements (F (0) to F (2)) are engaged and released. At the first speed used when the vehicle starts, the clutch elements (C (0), C (1)), brake elements (B (4)), and one-way clutch elements (F (0), F (2)) are engaged. Match.

  ECT_ECU 400 that is the control device according to the present embodiment, for example, only engine 100 or engine 100 and motor so as to eliminate the torque step before and after the shift in the output torque at the time of power-on upshift from 2nd to 3rd. Torque correction control for increasing torque is executed using the generator 500.

  With reference to FIG. 4, the torque step will be described. The dotted line in FIG. 4 is the output torque when torque assist is not performed. The thick solid line in FIG. 4 is the output torque when torque assist is performed. The shaded portion is a portion corresponding to the torque assist amount at the time of shifting from 1st to 2nd, for example.

  As shown in FIG. 4, in the stepped transmission, the output torque decreases as the gear ratio is reduced by upshifting. This is a point that the stepped transmission is inferior to the drive feeling in CVT. In order to eliminate this, the ECT_ECU 400 adjusts and increases the torque of the driving force source (the engine 100 and the motor generator 500) immediately after the upshift or immediately before the end of the upshift, as shown by an apparently thick solid line. This is to smooth the torque change.

  Although FIG. 4 shows the output torque when the connection is completely continuous, the present invention is not limited to this. What is necessary is not to be completely continuous but to eliminate the torque step partially (for example, half). In FIG. 4, the case where the throttle opening is almost fully open (WOT: Wide Open Throttle) is described, but the present invention can be similarly applied to an intermediate throttle opening.

  In the present invention, not a manual transmission (MT) as disclosed in Patent Document 1, but a smooth torque connection during a shifting operation is ensured in an automatic transmission 300 including a torque converter 200 having a torque amplification function. Is the purpose.

  The torque converter 200 includes the lockup clutch 210 as described above. When the lock-up clutch 210 is in the off state, there is a torque amplification function by the torque converter 200 that is not disclosed in Patent Document 1, and thus the amount of torque that is assisted varies depending on this amplification ratio. That is, the torque ratio (amplification ratio) t of the torque converter 210 is related to the amount of torque to be assisted. On the other hand, when the lock-up clutch 210 is in the on state, there is no transmission loss of the torque converter 200, the transmission torque on the high vehicle speed side increases and the torque step increases, so the amount of torque assisted based on this is also locked. This is different from the case where the up clutch 210 is off.

  As described above, in the present invention, the point that the amount of torque to assist is related to the torque ratio (amplification ratio) t of the torque converter 200 of the torque converter 210 is that the manual operation without the torque converter 200 as in Patent Document 1 is performed. This is essentially different from the transmission.

  With reference to FIG. 5, a control structure of a program executed by ECT_ECU 400 that implements the control device according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, ECT_ECU 400 performs power-on upshift based on a predetermined shift map (a map in which an upshift line is defined by vehicle speed and throttle opening). It is determined whether or not an error has occurred. The following control may be performed only when the driver has set the “power mode” in the ECT switch. If a power-on upshift occurs (YES in S100), the process proceeds to S200. Otherwise (NO in S200), this process ends.

  In S200, ECT_ECU 400 calculates a torque step. At this time, for example, the output torque TOUT (1) is calculated by {engine torque T (E) × torque ratio t of torque converter 200 × gear ratio before shifting} before shifting, and {engine torque after shifting is calculated. Output torque TOUT (2) is calculated by T (E) × torque ratio t of torque converter 200 × gear ratio after shifting}, and the torque step is calculated as differential torque ΔT = TOUT (1) −TOUT (2). To do. The torque ratio t of the torque converter 200 is a function of the speed ratio e (= N (T) / N (E)) of the torque converter 200. Further, the engine torque T (E) and the torque ratio t of the torque converter 200 in this equation are not the same before and after the shift. Further, the torque ratio t affects when the lockup clutch 210 is in the off state.

  In S300, ECT_ECU 400 calculates a torque assist amount based on the torque step calculated in S200, for example, according to a curve defined on the drive torque line shown in FIG. Specifically, the curve defined on the drive torque line shown in FIG. 4 is created in consideration of the influence of the torque ratio t of the torque converter 200 and the state of the lock-up clutch 210. The torque assist amount is calculated based on the torque ratio t of the torque converter 200 and the state of the lockup clutch 210.

  At S400, ECT_ECU 400 calculates the amount of torque increase that can be performed by engine 100. During the shift, the engine 100 performs control for reducing the engine torque T (E) to reduce the inertia torque by, for example, reducing the ignition delay angle and the throttle opening. Based on the decrease in the engine torque T (E), the current throttle opening degree, and the like, a torque increase amount that is possible in the engine 100 is calculated.

  In S500, ECT_ECU 400 increases torque by engine 100. At this time, the torque is not increased beyond the necessary torque assist amount calculated in S300.

  In S600, ECT_ECU 400 determines whether the torque increase only in engine 100 is sufficient in terms of quantity and timing. The amount of torque assist calculated in S300 is an amount of torque increase that can be performed only by the engine 100 based on the fact that the torque during shifting of the engine 100 is reduced and the throttle opening cannot be opened more than WOT. It is determined whether the user is fully satisfied. Further, when the torque is increased only by the engine 100, the time from the output of the torque increase command signal until the torque of the engine 100 increases is long (responsiveness is not good). Even if the quantity is sufficient, it is determined that a torque increase only by engine 100 is not sufficient, and torque assist by motor generator 500 is performed. As described above, in S600, it is determined whether or not the torque increase only with the engine 100 is sufficient in terms of the quantity and timing with respect to the torque assist. If the torque increase only with engine 100 is sufficient (YES in S600), the process ends. If not (NO in S600), the process proceeds to S700.

  In S700, ECT_ECU 400 calculates the amount of torque assist that motor generator 500 can provide. At this time, for example, the torque assist amount that can be generated by the motor generator 500 is calculated in consideration of the torque increase amount by the engine 100 from the SOC or the like of the secondary battery that supplies power to the motor generator 500.

  In S800, ECT_ECU 400 determines whether torque assist in motor generator 500 is possible. At this time, the determination is made based on, for example, whether or not an operation failure signal is output from motor generator 500 or an operation failure signal is not output from inverter 600. If torque assist in motor generator 500 is possible (YES in S800), the process proceeds to S900. If not (NO in S800), the process proceeds to S1000.

  In S900, ECT_ECU 400 causes motor generator 500 to execute torque assist. The assist amount is instructed to the inverter 600 at an appropriate timing. It is preferable that the assist amount change with time because the torque assist can be complemented by the engine 100 that rises with a response delay time.

  In S900, ECT_ECU 400 stops the torque assist process.

  The operation of the vehicle including ECT_ECU 400 that implements the control device according to the present embodiment based on the above-described structure and flowchart will be described.

<Torque increase with engine only>
If a power-on upshift is detected while the vehicle is traveling (YES in S100), a torque step is calculated (S200), and a necessary torque assist amount is calculated (S300). The amount of torque increase possible in engine 100 is calculated (S400), and torque increase by engine 100 is performed. If only the torque increase by engine 100 is sufficient (YES in S600), torque assist correction processing at the time of shifting is terminated without performing torque assist by motor generator 500.

  As shown in FIG. 6, during the shift, the engine torque T (E) is reduced by reducing the ignition retard and the throttle opening. In the case of not being a WOT, it is detected when the shift end is approaching by a change in the rotational speed, a timer or the like (when the shift end is approaching, the dotted line before the shift end determination shown in FIG. ), The torque of engine 100 is gradually increased. Ultimately, the engine torque T (E) without assist is set at the shift stage after the upshift.

  Thereby, torque can be increased only by engine 100 having higher energy efficiency, and the torque step in the upshift at the time of power-on can be eliminated.

<Torque assist with engine and motor generator (temporary)>
If a power-on upshift is detected while the vehicle is traveling (YES in S100), a torque step is calculated (S200), and a necessary torque assist amount is calculated (S300). The amount of torque assist that is possible in engine 100 is calculated (S400), and torque increase by engine 100 is performed. If only the torque increase by engine 100 is delayed, it is determined that the torque increase by engine 100 alone is not sufficient (NO in S600). In such a case, priority is given to the torque increase by the engine 100, but torque assist by the motor generator 500 is also performed.

  As shown in FIG. 7, during the shift, the engine torque T (E) is reduced by reducing the ignition retard and the throttle opening. When the engine is not WOT, the torque is increased by the engine 100 itself, but the response is not good, so the motor generator 500 temporarily performs torque assist. Detecting when the end of shift is approaching with a change in speed, timer, etc. (when the end of shift is approaching is indicated by the dotted line before the shift end determination shown in FIG. 6) The torque of 100 is gradually increased and torque assist is performed by the motor generator 500. Thereafter, the torque assist of the motor generator 500 gradually decreases from the time when the shift end is determined, and finally the torque assist by the motor generator 500 is eliminated.

  This gives priority to torque increase by the more energy-efficient engine 100, but when the torque increase is delayed in time and the torque step cannot be resolved sufficiently quickly, and there is no significant problem in terms of energy efficiency. The motor generator 500 can assist the torque to eliminate the torque step in the upshift at the time of power-on with good timing.

<Torque assist with engine and motor generator (continuous)>
When the vehicle is running (at this time, close to WOT), if a power-on upshift is detected (YES in S100), a torque step is calculated (S200), and a necessary torque assist amount is calculated (S300). The amount of torque assist that is possible in engine 100 is calculated (S400), and torque increase by engine 100 is performed. Only the torque increase by engine 100 is in a state where the timing of the torque increase is late and close to WOT, so it is determined that the torque increase by engine 100 alone is not sufficient (NO in S600). In such a case, priority is given to the torque increase by the engine 100, but torque assist by the motor generator 500 is also performed.

  As shown in FIG. 8, during the shift, the engine torque T (E) is reduced by reducing the ignition retard and the throttle opening. In a case close to WOT, etc., the torque is increased by the engine 100 itself, but in addition to the poor responsiveness, the amount of torque increase by the engine 100 is insufficient. At 500, torque assist is performed. Detecting when the end of shift is approaching with a change in speed, timer, etc. (when the end of shift is approaching is indicated by the dotted line before the shift end determination shown in FIG. 6) The torque of 100 is gradually increased and torque assist is performed by the motor generator 500. Thereafter, the torque assist of the motor generator 500 gradually decreases from the end of the shift determination, but the torque assist by the motor generator 500 is not lost and is continuously performed.

  This gives priority to the torque increase by the more energy-efficient engine 100, but it is a case where the torque increase is delayed in time and the torque increase is insufficient in quantity and the torque step cannot be solved sufficiently. If there is no major problem in terms of efficiency, the motor generator 500 can continuously assist the torque, and the torque step in the upshift at power-on can be resolved with good timing.

  As described above, according to the ECT_ECU which is the control device according to the present embodiment, the torque step generated at the time of power-on upshift is given priority when the torque increase by the engine is prioritized and still cannot be satisfied in time. If it is not satisfactory, torque assist is provided by a motor generator. As a result, a smooth torque connection can be ensured during the shifting operation.

  In addition, as shown in FIG. 9, you may make it amplify torque only by the motor generator 500 after an upshift. In this case, during the shift, the engine torque T (E) is reduced to reduce the inertia torque, but after the shift, the engine torque T (E) before the shift is set. Thus, the torque step before and after the shift may be eliminated by increasing the torque only by the motor generator 500.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the power train of the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. FIG. 2 is a skeleton diagram of the automatic transmission shown in FIG. 1. It is a figure showing the operation | movement engagement state of the automatic transmission shown in FIG. It is a figure which shows the output torque characteristic (drive torque line) with respect to speed. It is a flowchart which shows the control structure of the process performed by ECT_ECU which concerns on embodiment of this invention. It is a timing chart (the 1) which shows the result performed by ECT_ECU which concerns on embodiment of this invention. It is a timing chart (the 2) which shows the result performed by ECT_ECU which concerns on embodiment of this invention. It is a timing chart (the 3) which shows the result performed by ECT_ECU which concerns on embodiment of this invention. It is a timing chart (the 4) which shows the result performed by ECT_ECU which concerns on embodiment of this invention.

Explanation of symbols

  100 engine, 110 engine inertia, 200 torque converter, 210 lock-up clutch, 220 pump impeller, 230 turbine impeller, 300 automatic transmission, 400 ECT_ECU, 500 motor generator, 600 inverter.

Claims (6)

A control apparatus for a vehicle, wherein the vehicle includes a heat engine and a rotating electric machine that drive the vehicle, and a stepped transmission, and the heat engine and the rotating electric machine are configured to assist the heat engine by the rotating electric machine. A vehicle control device for controlling
The transmission has a speed change mechanism to which driving force from the heat engine and the rotating electrical machine is transmitted,
Calculating means for calculating a torque step after completion of the upshift of the transmission;
Control means for controlling the driving force of the heat engine and the driving force of the rotating electrical machine so as to eliminate the torque step,
The control means includes means for controlling to eliminate the torque step by the driving force of the heat engine so as to be performed with priority over eliminating the torque step by the driving force of the rotating electrical machine . control apparatus. A control apparatus for a vehicle, wherein the vehicle includes a heat engine and a rotating electric machine that drive the vehicle, and a stepped transmission, and the heat engine and the rotating electric machine are configured to assist the heat engine by the rotating electric machine. A vehicle control device for controlling
The transmission has a speed change mechanism to which driving force from the heat engine and the rotating electrical machine is transmitted,
Calculating means for calculating a torque step after completion of the upshift of the transmission;
Control means for controlling the driving force of the heat engine and the driving force of the rotating electrical machine so as to eliminate the torque step,
It said control means, based on the responsiveness of the rotating electrical machine and responsiveness of the heat engine, comprising means for controlling so as to eliminate the torque difference, the control device. The transmission, in addition to the shift mechanism having a fluid joint hands with a torque amplification function of transmitting before Symbol speed change mechanism driving force from the heat engine and the rotating electric machine,
The control means further controls the heat engine or the rotating electrical machine so as to eliminate the torque step based on a transmission ratio before and after an upshift of the transmission and an amplification ratio by the torque amplification function. The control device according to claim 1 , comprising the following means . A method for controlling a vehicle, wherein the vehicle includes a heat engine and a rotating electrical machine that drive the vehicle, and a stepped transmission, and the heat engine and the rotating electrical machine are assisted by the rotating electrical machine. A vehicle control method for controlling
The transmission has a speed change mechanism to which driving force from the heat engine and the rotating electrical machine is transmitted,
A calculating step for calculating a torque step after completion of the upshift of the transmission;
A control step of controlling the driving force of the heat engine and the driving force of the rotating electrical machine so as to eliminate the torque step,
The control step is to eliminate the torque difference by the driving force of the heat engine, comprising the step of controlling to execute by priority over that to eliminate the torque difference by the driving force of the rotary electric machine, control Method. A method for controlling a vehicle, wherein the vehicle includes a heat engine and a rotating electrical machine that drive the vehicle, and a stepped transmission, and the heat engine and the rotating electrical machine are assisted by the rotating electrical machine. A vehicle control method for controlling
The transmission has a speed change mechanism to which driving force from the heat engine and the rotating electrical machine is transmitted,
A calculating step for calculating a torque step after completion of the upshift of the transmission;
A control step of controlling the driving force of the heat engine and the driving force of the rotating electrical machine so as to eliminate the torque step,
The control step, based on the responsiveness of the rotating electrical machine and responsiveness of the heat engine, comprising the step of controlling so as to eliminate the torque difference, CONTROL METHOD. The transmission, in addition to the shift mechanism having a fluid joint hands with a torque amplification function of transmitting before Symbol speed change mechanism driving force from the heat engine and the rotating electric machine,
Step wherein the control step further based on the amplification ratio gear ratio between the front and rear upshift of the transmission and by the torque amplifying function, so as to eliminate the torque difference, for controlling the heat engine and the rotating electrical machine The control method according to claim 4 or 5, comprising:

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